Igniter-controlling mechanism for explosive-engines.



Patented Ian. 2|, I902.

J. WALRA T-l -I; IGNITER CONTROLLING MECHANISM FUR EXPFOS IVE ENGINES.

(N0 Modal'.)

VVl-INESSES: 2. 6m 2' W UNITED STATES iATENT FFICEQ JESSE \VALRATII, OFRACINE, \VISCONSIN. V

IGNITER-CONTROLLING MECHANISM FOR EXPLOSIVE-ENGINES.

SPECIFKCATION forming part of Letters Patent No. 691,509, dated January21, 1902.

Application filed October 12, 1900. Serial No. 32,880 (No model.)

will enable others skilled in the art to which it appertains to make anduse the same.

My invention is an improvement in mechanism for timing the ignitingdevices of explosive-engines; and it consists in the novel featureshereinafter described, reference being had to the accompanying drawings,which illustrate one form in which I have contemplated embodyingmy invention, and said invention is fully disclosed in the followingdescription and claims.

In the drawings, Figure 1 represents a portion of an explosiveengine,including the camshaft and devices for operating and timing the ignitingmechanism, parts being shown in elevation and parts in section. Fig. 2is a bottom plan view of the igniter-operating cam shown in Fig. 1. Fig.3 is a sectional view of a sleeve forming part of said cam.

My invention relates to explosive-engines, and consists in mechanism forvarying the time at which the ignition of the charge takes place withreference to the movements of the other parts of the engine, and I haveshown in the accompanying drawings so much of a gas-engine as isnecessary for a comprehension of my invention.

In the drawings, A represents a portion of the engine base or casing.

13 represents a shaft for operating the cam which actuates the ignitingdevice and which derives its motion in any desired way from thecrank-shaft of the engine. The shaft B will hereinafter be referred toas the camshaft.

C represents a rod or stem which extends to and actuates the ignitingmechanism, which will preferably be an electric sparking device. The rod0 is given a longitudinal reciprocating movement by means of a cam onthe cam-shaft, and in this instance the lower end of the rod 0 ispivotally connected at c to an arm or link D, which is pivotallyconnected at its other end on a rod or shaft d. The portion cl of saidarm D, which forms the bearing to engage the rod d, is provided with aboss-d having a threaded aperture therethrough disposed transversely tothe rod 01.

E represents an ad justing-screw which extends-through the said threadedaperture in the boss 01 and is provided on its inner end with an annulargroove or recess 6 and on its outer end with a head 6, adapted to beturned by hand, and in this instance provided with radial projections efor that purpose. The screw E is, also provided with a jam-nut e whichis also formed with radial projections e to enable'it to be readilyturned by hand.

On the lower face of the arm D is a movable controlling-bar F, providedwith longitudinal slotsf, through which pass screwsf, which securesaidbarto the arm D, but permit it to move longitudinally." The bar F isprovided at its outer-end with'a downwardly-extending projection fadapted to engage the igniter-cam, and at its inner end with adownwardly-extending slotted projection or yoke, which engages theannular groove in the end of the screw E It will thus be seen that byloosening the jam' nnt e and turning the head 6 and screw E theigniter-controlling bar F can be moved longitudinally so as to bring itsprojection f into different positions with respect to the cycle of theigniter-operating cam, thus changing the time 'at jwhich the ig nitingmechanism is operated with respect to 'the movement'of thecrank-shaft-and camshaft. The casing A is provided with an aperture a,closed by a removableplate a, for the purpose of giving access to thehead 0 and jam-nut e to enable the igniter-controlo ling bar F to beadjusted from the outside of the engine. I

G represents the igniter-operating eam,provided with'a grade g, adaptedto engage the projection f of the iguiter-controlling bar. 95 Instarting an explosive-engine it is sometimes desirable to move thebalance-wheel backward instead of forward to place the engine in themost advantageous position for starting it, and I therefore connect thecam no G to the cam-shaft B in such a manner that the backward movementof the cam-shaft will not produce any injury to the cam or to theigniter-controlling bar. To this end I employ a sleeve II, which issecured rigidly to the cam-shaft by means of a set-screw h and isprovided with a ratchet-tooth h. I prefer to provide the sleeve H with areduced portion h to receive the cam G and to form an annular groove hin said reduced portion, -in the bottom of which is formed the ratcheth. The cam G is provided with a circular opening to enable it to beslipped upon the reduced portion 72, of the collar, and said cam is alsoprovided with a recess g, extending entirely through the cam. In thisrecess is a pawl g2, pivoted at g and provided with a spring g which issecured to the cam and engages the pawl 9 so as to force it inwardly.When the cam G is placed upon the sleeve H, the pawl 9 will enter theannular groove h in said sleeve and be in position to engage the ratcheth in the bottom of said groove. The pawl g will therefore connect thecam with the sleeve for joint movement when the cam-shaft is revolvingin the direction indicated by the arrow in Fig.1 and will also serve toprevent the cam from moving longitudinally of the camshaft by reason ofits engagement with the annular groove k Should the engine be reversed,so as to turn the cam-shaft in the reverse direction, the sleeve H wouldsimply turn within the cam G. When the engine was again operated in theusual manner, the ratchet h of the sleeve would engage the pawl g of thecam and the cam would take up its movement with the sleeve andcam-shaft. This construction ohviates the danger of injury to the camand to the projectionf of the igniter-controlling bar,

which might result when the engine was turned backward if the cam wererigidly secured to the cam-shaft.

That I claim, and desire to secure by Letters Patent, is-- 1. In anexplosive-engine, the combination with the igniter-operating rod, of apivoted arm having its movable end connected to said rod, anigniter-operating earn, an adjustable controlling-bar having a slidingengagement with said arm, and provided with a projection for engagingsaid cam, and devices for securing said bar rigidly to said arm,substantially as described.

2. In an explosive-engine, the combination with the igniter operatingrod, of an arm pivoted to the engine-frame, and having its movable endconnected to said rod, an igniter-operating cam, a longitudinally-adjustable controlling-bar having a sliding engagement with said arm,provided with longitudinal slots, and having a projection for engagingsaid cam, an adjusting-screw on said arm, engaging saidcontrol1ing-arm,and screws extending through said slots and engaging thesaid pivoted arm, substantially as described.

3. In an explosive-engine, the combination with the igniter mechanism,of a pivoted arm provided with a threaded sleeve, and having its movableend operatively connected with said igniter mechanism, anigniter-operating cam, an adjustable controlling-bar having alongitudinal sliding engagement with said arm and provided with aprojection to engage said arm, and with a yoke, an adjusting-screwengaging said threaded sleeve and having an annularly-grooved portionengaging said yoke, and a set-nut upon said screw, substantially asdescribed. 4. In'an explosive-engine, the combination with anigniter-operating rod, a pivoted arm having its movable end connected tosaid rod, a movable controlling-bar connected to said arm and providedwith a cam-engaging part, an adjusting-screw for saidbar, a cam-shaft,an igniter-cam on said shaft and a pawl-and ratchet mechanism connectingsaid cam and shaft, substantially as described.

In testimony whereof I affix my signature in the presence of twowitnesses.

JESSE WVALRATH.

Witnesses:

MARTIN J. GILLEN, EFFA M. CHADWICK.

